WO2020211696A1

WO2020211696A1 - Dual-overrunning clutch shaft sleeve output adaptive automatic transmission main shaft assembly, gearbox, and drive system

Info

Publication number: WO2020211696A1
Application number: PCT/CN2020/084069
Authority: WO
Inventors: 薛荣生; 陈俊杰; 张引航; 王靖; 周黔
Original assignee: 西南大学
Priority date: 2019-04-16
Filing date: 2020-04-09
Publication date: 2020-10-22

Abstract

A dual-overrunning clutch shaft sleeve output adaptive automatic transmission main shaft assembly, a gearbox, and a drive system, comprising a main shaft (1), and a transmission system and a power output sleeve on the main shaft (1), the transmission system comprising a low-speed gear power input member, a reverse gear power input member, and an adaptive transmission assembly; the reverse gear power input member has a transmission ratio I and the low-speed gear power input member has a transmission ratio II, transmission ratio I being greater than or equal to transmission ratio II; using the rational engagement of two overrunning clutches, the transmission ratios of the reverse gear structure and the low-speed gear mechanism are set rationally so that the entire structure is simple and compact and interference does not occur, ensuring overall performance and transmission stability; using the output power of the shaft sleeve, the output part can be selected according to requirements, being applicable to the field of electric vehicles and also applicable to the field of other variable torque mechanical transmissions; in addition, the shaft sleeve output can also ensure a large output torque.

Description

Double overrunning clutch sleeve output adaptive automatic transmission main shaft assembly, transmission and drive system

Technical field

The invention relates to a motor vehicle transmission, in particular to a dual-overrunning clutch sleeve output self-adaptive automatic transmission main shaft assembly, a transmission and a drive system.

Background technique

The mechanical transmission system generally uses complex working conditions and needs to distribute torque to achieve transmission of different loads and speeds. Taking electric vehicles as an example, the driving environment is complex and changeable. In addition, the electric drive method commonly used in the existing electric vehicles is a motor-driven fixed-speed ratio. The high efficiency and reasonable range are narrow and limited, resulting in a vicious circle, resulting in the following problems:

1. It can only work within the torque range of a certain working condition.

2. In the case of a fixed speed ratio, in order to meet the road conditions, the speed of the motor can only be increased and the manufacturing cost of the motor can be increased.

3. The motor heats up, and the use efficiency and life are reduced;

4. To meet the torque requirements of electric vehicles under complex working conditions, the only way to continuously increase the motor current and speed, and to ignore the damage to the battery caused by high current discharge, can only use the peak power, peak torque and High peak current to drive the motor, completely does not follow the discharge characteristics of the power battery pack;

5. Due to the long duration of high-current discharge, the capacity of the power battery pack drops sharply. The peak high-current discharge causes the battery to rise sharply, and the heating causes the internal resistance of the battery to increase sharply. The battery is greatly impacted and irreparable. Damage, the storage capacity and battery life are sharply reduced, and the number of charging cycles is rapidly reduced, which will cause the problem of shorter and shorter cruising range;

6. Low energy recovery efficiency;

7. The essence of the high-speed motor acceleration and deceleration mechanism is to increase power and torque, and cannot achieve high-efficiency conversion. Under low-speed and heavy-load conditions, it will cause rapid deterioration of motor performance and low efficiency under resistance rotation; large current power supply and frequent Large current impact, unblocked damage to batteries, controllers, electrical appliances and cables caused by overload, especially greatly shortening the cycle mission of the battery, and poor economy;

However, the prior art has fatal flaws that cannot be overcome from the above driving method and technical route using the fixed speed ratio.

The existing automatic transmission is multi-attribute control, using solenoid valves and servo motors to achieve upshifting and downshifting through mechanical components such as synchronizers, shift forks and gear rings. There are many parts in the machine, and the power must be cut off. At this time, the motor speed rises to the highest instantaneously, and the driving power of the car suddenly disappears. The speed drops under the action of driving resistance. The algorithm is complicated and it is difficult to realize timely synchronous control. In a short period of time, it has a strong sense of frustration and poor reliability; there are problems such as safety, comfort, and reliability.

In order to solve the above problems, the inventor of the present application invented a series of cam adaptive automatic transmission devices, which can detect the driving torque-rotation speed and the driving resistance-vehicle speed signal according to the driving resistance, so that the output power of the motor or engine and the driving condition of the vehicle are always in the best Good matching state, realizes the balance control of vehicle driving torque and comprehensive driving resistance. The load of the cam adaptive automatic transmission device changes the transmission ratio with the change of driving force, and automatically shifts gears according to the change of driving resistance without cutting off the driving force. , So that the motor or engine always outputs torque at high speed in the high efficiency zone; it can meet the conditions of mountainous, hilly and heavy load motor vehicles to run smoothly and improve safety; the friction disc is used to form a separated and combined structure, which has the advantage of responsiveness and shaft The small size of the electric vehicle solves the above-mentioned problems of electric vehicles. Although it has the above advantages, the cam adaptive automatic transmission device adopts a mechanical automatic transmission structure, which is suitable for one-way transmission of power of electric motorcycles and electric bicycles, and is not suitable for transmissions of motor vehicles and mechanical devices that require two-way drive. The reverse gear mechanism will not only increase the overall volume of the transmission and the complexity of the structure, but also cannot integrate well with the cam adaptive automatic transmission.

Therefore, there is a need for an improvement to the above-mentioned cam adaptive automatic transmission device, adding a reverse gear mechanism with strong adaptability. The device can not only automatically change gears without cutting off the driving force as the driving resistance changes, but also It can solve the problem of high-efficiency road forward and reverse driving under complex conditions under two-way driving conditions, and the setting is simple and compact, and the cam adaptive automatic transmission mechanism works smoothly and naturally, reducing manufacturing costs and ensuring transmission stability .

Summary of the invention

In view of this, the purpose of the present invention is to provide a dual-overrunning clutch sleeve output adaptive automatic transmission main shaft assembly, transmission and drive system, adding a reverse gear transmission mechanism with strong adaptability, and the device can not only adapt to the driving resistance Automatically shift and change gears without cutting off the driving force, and can solve the problem of high-efficiency road forward and reverse driving under complicated conditions under two-way driving conditions, and the setting is simple and compact, and the cam is adaptive The automatic transmission mechanism cooperates smoothly and naturally, reducing manufacturing costs and ensuring the stability of transmission.

The dual overrunning clutch sleeve output adaptive automatic transmission main shaft assembly of the present invention includes a main shaft, a transmission system on the main shaft, and a power output sleeve that is rotatably fitted on the main shaft. The transmission system includes a low-speed gear power input and a reverse gear. Power input and adaptive transmission components;

The adaptive transmission assembly includes a driving friction piece, a driven friction piece and a variable speed elastic element;

The driving friction member and the driven friction member form a friction transmission pair in a manner in which friction surfaces cooperate with each other;

The driven friction member is arranged on the main shaft in a manner capable of axially sliding and driving in the circumferential direction. The variable speed elastic element exerts a pretensioning force to make the driven friction member and the driving friction member fit and drive, and the driven friction member transfers the power through the axial cam pair. Output to the power output sleeve. When the axial cam pair outputs the power, it applies an axial component force opposite to the pre-tightening force of the variable speed elastic element to the outer cone sleeve of the toroidal body; the driving power is transferred through a first overrunning clutch Power input to the active friction member;

The low-speed power input member is a second overrunning clutch provided on the main shaft, and the second overrunning clutch is used to transmit the low-speed power to the main shaft and from the main shaft to the driven friction member;

The reverse gear power input member is arranged on the main shaft to transmit the reverse gear power to the main shaft and from the main shaft to the driven friction member;

The reverse gear power input member inputs reverse gear power through a transmission ratio I and outputs reverse gear power to the main shaft, and the low gear power input member inputs low-speed gear power through a transmission ratio II and outputs the low-speed gear power to For the main shaft, the transmission ratio I is greater than or equal to the transmission ratio II.

Further, the axial cam pair is formed by a camshaft sleeve with an end face cam and an end face cam with a driven friction member, the camshaft sleeve is rotatably sleeved on the main shaft, and the power output sleeve and the camshaft sleeve The transmission is matched or integrally formed and is provided with a power output part for power output.

Further, the inner ring transmission of the second overrunning clutch is matched with the main shaft, and the outer ring is matched with the transmission or directly forms a low-speed driven gear for inputting low-speed power; the reverse power input member is a reverse driven Gear; The transmission ratio Ⅰ is greater than the transmission ratio Ⅱ.

Further, the variable speed elastic element is a variable speed disc spring, the variable speed disc spring is sheathed on the main shaft, and one end is against the driven friction member through a flat bearing, and the other end against the preload adjustment assembly, and the flat bearing is a double Flat rolling bearing with rows of small balls.

Further, the cam shaft sleeve and the power output shaft sleeve are matched in transmission through a second axial cam pair.

Further, the pre-tightening force adjusting assembly includes an adjusting ring and an adjusting nut, the adjusting nut is threadedly arranged on the main shaft, the adjusting ring is axially slidably sleeved on the main shaft, and both ends of the adjusting ring are respectively against the adjusting nut and the variable speed disc spring. The adjusting nut is also provided with a locking component for axially locking it.

Further, an intermediate driving gear is provided in a transmission coordination with the outer ring of the first overrunning clutch and a rotation fit and a camshaft sleeve or a power output shaft sleeve. The intermediate driving gear is used to output power to form reverse gear or low-speed gear.

Further, the power output member is a power output gear integrally formed with the power output sleeve, and the outer circle of the power output sleeve is close to the power output gear and is provided with a first radial bearing for rotatably supporting on the transmission case; The first end of the intermediate driving gear is in transmission cooperation with the outer ring of the first overrunning clutch, the second end forms a left journal and the outer circle of the left journal is provided with a second radial bearing for rotatably supporting and supporting on the transmission case; The inner ring of the second overrunning clutch extends to the left and right to form an outer extension shaft section and an inner extension shaft section. The outer circle of the outer extension shaft section and the outer circle of the inner extension shaft section are respectively provided with thirds for rotatably supporting the transmission case. A radial bearing and a fourth radial bearing; the reverse gear driven gear is matched with the outer circle of the shaft section extending from the inner ring of the second overrunning clutch, and the fourth radial bearing is located in the reverse gear The right side of the moving gear; the outer circle of the main shaft is provided with a fifth radial bearing for rotating and supporting the inner circle of the rotor of the driving motor.

Further, the right side of the intermediate driving gear and the inner ring of the first overrunning clutch are rotationally matched through a first plane bearing, and the second radial bearing is arranged on a journal formed on the left side of the intermediate driving gear. A second plane bearing is rotatably matched with the first radial bearing; the left side of the power output gear and the inner extension shaft section of the second overrunning clutch inner ring are provided with a third plane bearing.

Further, the driving power is input by a driving transition sleeve, the driving transition sleeve is drivingly connected to the outer ring of the first overrunning clutch, and the inner ring of the first overrunning clutch is drivingly connected to the active friction member; The outer ring of the clutch is fixedly connected with a transmission sleeve, and the transmission sleeve is tightly sleeved on the right journal formed at the first end of the intermediate driving gear to form a transmission fit.

The invention also discloses a transmission using the dual-over-clutch mechanical shaft end output self-adaptive automatic transmission main shaft assembly, including a box body, a countershaft and the double-over clutch mechanical shaft end output self-adaptive automatic transmission The variable speed main shaft assembly, the driving power is also input to the counter shaft;

The countershaft transmits the low-speed gear power to the main shaft and from the main shaft to the driven friction member through the second overrunning clutch;

The countershaft can also transmit the reverse gear power to the main shaft and from the main shaft to the driven friction element or disconnect the reverse gear power through the reverse gear power input member.

Further, an intermediate driving gear is provided in the transmission matching with the outer ring of the first overrunning clutch and the rotation matching is sleeved on the transmission shaft sleeve, and the counter shaft transmission is provided with an intermediate driven gear that meshes with the intermediate driving gear transmission; The low-speed driven gear is meshed with a low-speed driving gear, the inner ring of the second overrunning clutch is matched with the main shaft, and the outer ring is matched with the transmission or directly forms a low-speed driven gear, and the low-speed driving gear is matched with The reverse gear is arranged on the counter shaft; the reverse gear power input is a reverse gear driven gear, and a reverse gear driving gear is arranged in a manner that can be engaged with or separated from the counter shaft, and the reverse gear driven gear is driven and arranged on the main shaft in cooperation.

Further, the reverse drive gear is arranged on the countershaft in a manner that can be engaged or disengaged by an electromagnetic shift mechanism, and the electromagnetic shift mechanism is used to switch the power source forward and reverse at the same time; the electromagnetic shift mechanism includes electromagnetic shift The electromagnetic shifter is arranged on both sides of the active swing arm for driving the active swing arm to swing around the axis of the shifting shaft and drive the shifting shaft Rotating around the axis, the shift shaft drives the shift fork to swing around the axis and complete the gear shift;

The electromagnetic shift mechanism is also provided with a positioning mechanism, which includes a positioning pin with a pre-tightening force arranged at the power end of the active swing arm and a positioning base arranged on the box body. The positioning base is arranged and positioned The pinball corresponds to the matching positioning pit; the electromagnetic shift mechanism is also provided with a position sensing assembly for detecting whether the gear shift is in place.

The present invention also discloses a drive system using the transmission, including a drive motor, the drive motor includes a stator and a hollow rotor, including a stator and a rotor, the rotor has a hollow rotor structure, the driven friction member, the driving The friction member and the variable speed elastic element are located in the hollow rotor structure; the hollow rotor structure is provided with a front support portion and a rear support portion, the front support portion is connected and supported by the outer ring of the first overrunning clutch in a driving manner, and the rear support portion rotates and supports In the box, the hollow center of the hollow rotor structure is rotatably supported by the main shaft.

Further, the hollow inner wall of the rotor protrudes radially inward to form a bearing seat for rotatably supporting the main shaft. The bearing seat is formed by ribs arranged side by side in the circumferential direction of the inner circle of the rotor; the rotor includes a hollow The aluminum alloy rotor support body and the rotor body sheathed on the aluminum alloy rotor support body, the outer circle radial section of the aluminum alloy rotor support body is a polygonal star structure, and the inner circle of the rotor body matches the outer circle of the aluminum alloy rotor support body The structure of the multi-pointed star;

The magnetic steel of the motor is arranged in the rotor body, and the arrangement of the magnetic steel is compatible with the multi-pointed star structure;

The inner wall of the cavity of the rotor is juxtaposed in the circumferential direction to form longitudinal stiffening ribs, and the stiffening ribs are arranged on the aluminum alloy rotor support body.

The beneficial effects of the present invention are: the double overrunning clutch bushing output of the present invention has an adaptive automatic transmission main shaft assembly, a transmission and a drive system, which have all the advantages of the existing cam self-adaptive automatic transmission device, such as being able to detect the driving torque according to the driving resistance —Rotation speed and driving resistance—vehicle speed signal, so that the output power of the motor and the driving condition of the vehicle are always in the best matching state, realize the balance control of the driving torque of the vehicle and the comprehensive driving resistance, and adaptively change with the driving resistance without cutting off the driving force Automatic shifting and speed change; it can be used in mountainous, hilly and heavy load conditions, so that the motor load changes smoothly, the motor vehicle runs smoothly, and the safety is improved;

Using the reasonable cooperation of the two overrunning clutches, the reverse gear structure and the low gear mechanism are reasonably set to the transmission ratio, making the overall structure simple and compact. The reverse gear transmission and the low gear and fast gear transmission share the transmission route without interference, ensuring the cost The overall performance of the invented mechanical adaptive automatic transmission has strong adaptability, and it works smoothly and naturally with the adaptive automatic transmission mechanism, reduces manufacturing costs, and ensures the stability of transmission; the shaft sleeve is used to output power and the output position can be selected according to needs. It is not only suitable for the field of electric vehicles, but also for other variable torque mechanical transmission fields; at the same time, the output of the shaft sleeve can ensure a larger output torque.

Description of the drawings

The present invention will be further described below with reference to the drawings and embodiments.

Figure 1 is a schematic view of the axial cross-sectional structure of the present invention;

Figure 2 is a schematic diagram of the electromagnetic shifting structure;

Figure 3 is a sectional view of the electromagnetic shift structure;

FIG. 4 is a schematic diagram of the structure of the clutch plate used in the present invention;

Figure 5 is an enlarged view of the clutch plate structure;

Figure 6 is a diagram of the drive system of the present invention (taper sleeve structure);

Figure 7 is a cross-sectional view of the drive motor.

detailed description

Fig. 1 is a schematic diagram of the axial cross-sectional structure of the present invention, Fig. 2 is a schematic diagram of the electromagnetic shift structure, and Fig. 3 is a cross-sectional view of the electromagnetic shift structure, as shown in the figure: The transmission system includes a main shaft 1, a transmission system on the main shaft 1, and a power output sleeve that is rotatably fitted on the main shaft. The transmission system includes a low-speed power input, a reverse power input, and an adaptive transmission component. The gear power input belongs to the low-speed transmission mechanism of the transmission, and the reverse power input belongs to the reverse transmission mechanism;

The adaptive transmission assembly includes a driving friction member, a driven friction member and a variable speed elastic element; the driving friction member and the driven friction member form a friction transmission pair in a manner in which friction surfaces cooperate with each other;

In this embodiment, the active friction member is the toroidal axial inner cone sleeve 18, and the driven friction member is the toroidal axial outer cone sleeve 2;

The annular body axially inner cone sleeve 18 and the annular body axial outer cone sleeve 2 form a friction transmission pair in a manner that the friction surfaces cooperate with each other, and the annular body axially outer cone sleeve is driven in an axially slidable circumferential direction. The method is set on the main shaft. As shown in the figure, the torus axial inner cone sleeve 18 and the torus axial outer cone sleeve 2 are respectively the torus axial inner cone sleeve and the torus axial outer cone sleeve. The axial inner cone sleeve of the ring body is provided with an axial inner cone surface and is sleeved on the axial outer cone sleeve of the torus body. The axial outer cone sleeve of the torus body is provided with an axial inner cone that is aligned with the axial inner cone sleeve of the torus body. The axially outer conical surfaces with matching surfaces form frictional engagement and transmission or separation through the mutually matched conical surfaces, which will not be repeated here; the axial outer conical sleeve of the annular body is sleeved on the main shaft and is provided with axial sliding grooves with the main shaft. The sliding groove is embedded with balls to reduce friction, and the axially outer cone sleeve of the toroidal body and the main shaft form an axially slidable circumferential transmission match through the sliding groove and the balls; the sliding groove can also be a spiral groove (forming a shaft To the cam groove), an axial cam pair can be formed after the ball is embedded, and it also has the compression of the variable speed elastic element 19 when the power is transmitted with large torque to ensure the smooth transmission; of course, it can also directly form a spline or thread pair ( It can also achieve the purpose without using balls);

Of course, the friction transmission pair can also adopt the friction plate structure as shown in Fig. 4 and Fig. 5. As shown in Fig. 4, the active friction member 18' is integrally formed with the inner ring of the first overrunning clutch or cooperates in transmission, and the active friction member 18 The'active friction plate group 18a' is provided on the driven friction member 2', and the driven friction plate group 2a' which is matched with the active friction plate 18a' is provided on the driven friction member 2'. The matching structure is similar to the existing friction plate clutch, but the The structure friction plate can be detachably set, which can be increased or decreased according to the needs of the overall structure to ensure the axial size;

The variable speed elastic element 19 exerts a pre-tightening force to make the torus axially outer cone sleeve and the toroidal axial inner cone sleeve fit for transmission, and the toroidal axial outer cone sleeve outputs the power to the power through the axial cam pair Output shaft sleeve 30. When the axial cam pair outputs power, it applies an axial component force opposite to the pre-tightening force of the variable speed elastic element to the outer cone sleeve of the toroidal body; the axial cam pair is the axial coordinated Cams (including end cams or spiral cams). When the annular body rotates in the axial outer cone sleeve, the axial cam pair produces two component forces in the axial and circumferential directions. The circumferential component outputs power, and the axial component acts on The annular body is axially outer tapered and applied to the variable speed elastic element, that is, the rotation direction of the axial cam pair is related to the power output rotation direction. According to the above description, those skilled in the art should know the power output direction , It is possible to know which direction of rotation of the axial cam pair can exert the axial component force, which will not be repeated here; the driving power is input into the axial direction of the annular body through a first overrunning clutch 4 The taper sleeve can be realized by a reasonable mechanical layout, so I won't repeat it here.

When the present invention is applied to a transmission, as shown in the figure, the transmission further includes a countershaft 12, and the driving power is also input to the countershaft 12;

The low-speed gear power input is a second overrunning clutch 6, and the second overrunning clutch 6 is arranged on the main shaft. When in use, the low-speed gear power is transmitted to the main shaft 1 through the second overrunning clutch 6 and from the main shaft. To be transmitted to the outer cone sleeve in the axial direction of the toroidal body, the main shaft 1 and the outer cone sleeve in the axial direction of the toroidal body are matched in transmission; of course, the low-speed gear power may include multiple low-speed gears, which will not be repeated here;

The reverse gear power input is arranged on the main shaft 1 to transmit the reverse gear power to the main shaft 1 and from the main shaft 1 to the outer cone sleeve of the annular body. As shown in the figure, the reverse gear on the counter shaft The gear transmission mechanism can engage or disconnect the reverse gear power; generally, the gear structure is used to set up, and the reverse gear transmission mechanism can be disconnected from the main shaft or the counter shaft 12, both of which can achieve the purpose of the invention;

The reverse gear power input member inputs reverse gear power through a transmission ratio I and outputs reverse gear power to the main shaft, and the low gear power input member inputs low-speed gear power through a transmission ratio II and outputs the low-speed gear power to For the main shaft, the transmission ratio I is greater than or equal to the transmission ratio II; as shown in the figure, when in use, the reverse gear transmission mechanism has a transmission ratio I that transmits reverse gear power from the countershaft 12 to the main shaft 1 through the reverse gear power input member, so The low-speed gear transmission mechanism has a transmission ratio II that transmits the low-speed gear power from the countershaft 12 to the main shaft 1 through the low-speed gear power input. The transmission ratio I is greater than or equal to the transmission ratio II; when the reverse gear is in transmission, the second overrunning clutch overrides The rotation speed of the inner ring (the direction of rotation is the same as the reverse gear) is slower than that of the outer ring (both low-speed gear and reverse gear are powered by the countershaft), forming an overtaking, and the reverse gear transmission mechanism is smoothly transmitted, otherwise it will lock up.

Since the transmission directions of the low-speed gear transmission mechanism and the reverse gear transmission mechanism are different, the axial cam pair is preferably a bidirectional output cam structure.

In this embodiment, when the present invention is in use, the driving power is input by a driving transition sleeve 3, which is drivingly connected to the outer ring 4b of the first overrunning clutch 4, and the inner ring of the first overrunning clutch 4 The ring 4a is in transmission connection with the axial inner cone sleeve of the annular body; as shown in the figure, when the present invention is applied, the driving transition sleeve 3 also inputs power to the countershaft through the outer ring of the first overrunning clutch.

In this embodiment, the axial cam pair is formed by a camshaft sleeve 22 with an end cam and an end cam with an outer cone sleeve 2 in the axial direction of the annular body, and the camshaft sleeve 22 is rotatably fitted on the main shaft. , The toroidal body axially matches the outer cone sleeve 2 and is axially slidable on the main shaft 1, the power output sleeve 30 and the camshaft sleeve 22 are driven or integrally formed and provided with power output Output member 11; as shown in the figure, the inner ring 4a of the first overrunning clutch 4 is rotatably fitted on the camshaft sleeve 22, and the camshaft sleeve 22 is provided with a power output member 11 for power output. The power of this embodiment The output power output part 11 is a power output gear, which can be output to a differential when in use.

As shown in the figure, when the present invention is applied to a transmission, the low-speed transmission mechanism also includes a low-speed driven gear and a low-speed driving gear 7 meshing with the low-speed driven gear. The inner ring of the second overrunning clutch 6 6a is provided in the main shaft 1 in transmission coordination, and the outer ring 6b is configured in transmission coordination or directly forms a low-speed driven gear, which is not directly formed in this embodiment; a low-speed driving gear 7 is provided in a transmission coordination on the countershaft 12; the reverse transmission The mechanism includes a reverse drive gear 9 and a reverse driven gear 8 meshed with the reverse drive gear 9. The reverse drive gear is arranged on the countershaft in an engaged or detachable manner, and the reverse driven gear is driven in cooperation with the main shaft. ; The transmission ratio Ⅰ is greater than the transmission ratio Ⅱ.

When the present invention is in use, the switch between low-speed gear and reverse gear can be completed by an electromagnetic shift mechanism. As shown in the figure, the reverse drive gear 9 is arranged on the auxiliary gear in a manner that the electromagnetic shift mechanism 10 can be engaged or separated. Shaft 12, the electromagnetic shift mechanism is used to switch the power source forward and reverse at the same time, and when the electromagnetic shift mechanism is switched to reverse gear, the signal is directly sent to the motor control system to control the motor to reverse to achieve reverse gear; It can be realized by using a general signal acquisition mechanism or switch.

In this embodiment, the electromagnetic shift mechanism includes an electromagnetic shifter, an active swing arm, a shift shaft, and a shift fork, and the electromagnetic shifter is two sets of electromagnetic shifters arranged on both sides of the active swing arm for driving The active swing arm swings around the axis of the shift shaft and drives the shift shaft to rotate around the axis. The shift shaft drives the shift fork to swing around the axis and drives the adapter (synchronizer) to complete the shift. (Synchronizer) Shifting belongs to the prior art, so I won’t repeat it here. The electromagnetic shifter has a structure with a reciprocating push rod. When the power is turned on, the reciprocating push rod pushes out and pushes the active swing arm back to position immediately. The return position is generally adopted The return spring structure will not be repeated here; the electromagnetic shift mechanism is also provided with a positioning mechanism, the positioning mechanism includes a positioning pin with a pretension force arranged on the power end of the active swing arm and a positioning base arranged on the box body Base, the power end of the active swing arm refers to the end that is made to swing by the action of the electromagnetic shifter; as shown in the figure, the power end of the active swing arm is provided with a pin seat, and a cylindrical spring is installed in the pin seat, which acts on the positioning pin Make it have an outward pre-tightening force; the positioning base is provided with positioning pits corresponding to the positioning pin, the positioning pin slides on the surface of the positioning base during the swing process, and the pin is positioned when it slides to the positioning pit Under the action of pre-tensioning force, the pit is entered to form positioning. Of course, the pit is a smooth structure. Positioning the pin under a certain thrust will remove the pit and complete the subsequent shift procedure; the electromagnetic shift mechanism is also provided for detection The position sensing assembly of whether the gear shift is in place, the sensing assembly generally uses Hall elements and magnetic steel corresponding to the Hall elements.

In this embodiment, the variable speed elastic element 19 is a variable speed disc spring. The variable speed disc spring is sheathed on the main shaft and one end abuts against the axial outer cone sleeve of the toroidal body, and the other end abuts the preload adjustment assembly, as shown in Figure 4 As shown, the variable speed disc spring 19 is sheathed on the main shaft 1, and one end of the torus axially outer cone sleeve 2 is resisted by a plane bearing 28. The plane bearing 28 is a plane rolling bearing with double rows of small balls in the radial direction. Refers to the use of balls with the same load capacity in the prior art; the use of double-row balls can reduce the parameters of the balls under the condition that the plane bearing carries the same load. It has stable rotation, high speed for the same load, and strong load capacity. Features, and can reduce the axial installation size; the pre-tightening force adjustment assembly includes an adjustment ring 20 and an adjustment nut 17, the adjustment nut 17 is screwed on the main shaft 1, the adjustment ring 20 is axially slidably sleeved on the main shaft 1. Both ends are respectively against the adjusting nut 17 and the variable speed disc spring, and the adjusting nut is also provided with a locking assembly 21 for axially locking it.

In this embodiment, the camshaft sleeve 22 and the power output sleeve 30 are matched by a second axial cam pair transmission. As shown in the figure, the camshaft sleeve 22 is coupled to the power output sleeve of the main shaft by rotation. 30 outputs power to the power output member 11, the cam shaft sleeve 22 and the power output shaft sleeve 30 cooperate with the second axial cam pair to form a double cam transmission structure, which is conducive to smooth transmission and is conducive to locking during low-speed transmission Variable speed disc spring to avoid sudden frustration;

It is matched with the outer ring of the first overrunning clutch for transmission and the rotation fit is sleeved on the power output shaft sleeve with an intermediate driving gear, and a transmission sleeve 5 is fixedly connected with the outer ring of the first overrunning clutch, and the transmission sleeve 5 is tightly fitted ( Generally, interference or transition fit is used to coat the right journal formed at the first end of the intermediate driving gear to form a transmission fit. As shown in the figure, one end (right side) of the transmission sleeve 5 is fixedly connected to the outer ring of the overrunning clutch, and the other end ( (Left side) The outer spline of the right journal formed by the inner spline and the first end of the intermediate driving gear forms a transmission fit, and it is also supported on the outer circle of the journal to form mutual support to ensure the stability of the transmission structure; The countershaft 12 is provided with an intermediate driven gear 14 in transmission cooperation with the intermediate driving gear 15.

In this embodiment, the power output member 11 is a power output gear integrally formed with the power output shaft sleeve 30 (or a shaft journal is formed to cooperate with the power output shaft sleeve 30), and the outer circle of the power output shaft sleeve 30 is close to The power output gear is provided with a first radial bearing 23 for rotating and supporting the transmission case; the first end of the intermediate driving gear 15 is in transmission cooperation with the outer ring 4b of the first overrunning clutch 4, and the second end forms a left journal and The outer circle of the left journal is provided with a second radial bearing 13 for rotatably supporting the transmission case; the inner ring 6a of the second overrunning clutch 6 extends to the left and right to form an outer extension shaft section and an inner extension shaft section, respectively , The outer circle of the outer extension shaft section and the outer circle of the inner extension shaft section are respectively provided with a third radial bearing 29 and a fourth radial bearing 24 for rotatably supporting the transmission case; the reverse driven gear 8 is in a transmission match The outer circle of the shaft section that extends inwardly from the inner ring 6a of the second overrunning clutch 6 is sheathed, and the fourth radial bearing is located on the right side of the reverse gear driven gear; The fifth radial bearing 25 that drives the inner circle of the motor rotor, as shown in the figure, the inner ring of the fifth radial bearing 25 is sleeved on the main shaft through the adjusting ring 20, and the outer ring is supported on the inner circle of the motor rotor; in this structure, The camshaft sleeve and the power output sleeve are sleeved on the main shaft to form a transmission and mutual support structure, which can transmit large torque without bending deformation, and can greatly reduce the size of components under the same load capacity condition; for each transmission load (Power transfer input and output) components are respectively provided with corresponding radial bearings, and the radial bearings are supported on the box, so that the main shaft and the transmission sleeve can be set longer, and the torque generated by the support The additional bending moment is transmitted to the box body, so that it can transmit a large torque, and can greatly increase the speed under large torque (the same component size), achieving large torque, high speed and light weight indicators. Compared with the prior art, The maximum speed of the drive motor and the high-speed reducer is ≥15000 rpm. It is used for high-efficiency and lightweight wheel hub electric wheels and other transmission mechanisms, which have greater advantages in energy saving and environmental protection, and are more suitable for pure electric vehicles with energy saving and environmental protection as the main goal use.

In this embodiment, the right side of the intermediate driving gear 15 and the inner ring 4a of the first overrunning clutch 4 are rotationally matched through a first planar bearing 16, and the second radial bearing 13 is arranged on the left side of the intermediate driving gear 15 to form The left side of the intermediate driving gear 15 and the first radial bearing 23 are rotationally matched through the second plane bearing 26; the left side of the power output gear and the inner extension shaft section of the inner ring 6a of the second overrunning clutch 6 are provided with a third Planar bearing 27; In this structure, on the basis of the radial bearing installed in sections according to the input and output nodes of the power, relatively rotating plane bearings are set between the sections, so that there is no interference between the sections, and the entire main shaft and The shaft sleeve is directly transmitted to the box body over the full length of the input and output torque, and has a super bearing capacity in the radial direction, which provides a structural guarantee for the lightweight and high-speed transmission of the transmission.

The above-mentioned left and right directions refer to the corresponding drawings, and have nothing to do with the actual state of use. When comparing, the physical objects must be placed in the same direction as the drawings.

In this embodiment, an intermediate driving gear 15 is provided in the transmission matching with the outer ring of the first overrunning clutch and rotatingly matching with the transmission shaft sleeve. As shown in the figure, the transmission is completed by a transmission sleeve 5, and one end of the transmission sleeve 5 is fixedly connected. With the outer ring of the overrunning clutch, the other end forms a transmission fit with the outer spline of the journal formed on the right side of the first power output driving gear through the inner spline, and is also supported on the outer circle of the journal to form mutual support to ensure transmission The stability of the structure; the countershaft 12 is provided with an intermediate driven gear 14 for transmission and meshing with the intermediate driving gear 15; a low-speed driving gear 7 is provided for meshing with the low-speed driven gear, and the second overrunning The inner ring of the clutch is matched with the main shaft for transmission, the outer ring 6a is matched with the transmission or directly forms a low-speed driven gear, and the low-speed driving gear is matched with the countershaft; the reverse power input is a reverse driven The gear 8 is provided with a reverse drive gear 9 in such a way that it can be engaged with or separated from the secondary shaft, and the reverse driven gear 8 is provided on the main shaft in driving cooperation.

In this embodiment, the reverse driving gear 9 is arranged on the countershaft 12 in a manner that the electromagnetic shift mechanism 10 can be engaged or disengaged. The electromagnetic shift mechanism is used to switch the power forward and reverse input at the same time. In the process of shifting the gear mechanism to reverse gear, the signal is directly sent to the motor control system to control the motor to reverse to achieve reverse gear; it can be achieved by using a general signal acquisition mechanism or switch.

In this embodiment, the electromagnetic shift mechanism includes an electromagnetic shifter, an active swing arm, a shift shaft, and a shift fork, and the electromagnetic shifter is two sets of electromagnetic shifters arranged on both sides of the active swing arm for driving The active swing arm swings around the axis of the shift shaft and drives the shift shaft to rotate around the axis, and the shift shaft drives the shift fork to swing around the axis and complete shifting; the electromagnetic shifter has a reciprocating push rod When the power is turned on, the reciprocating push rod pushes out and pushes the active swing arm to swing and immediately returns to the position. The return position generally adopts the return spring structure, which will not be repeated here.

In this embodiment, the electromagnetic shift mechanism is also provided with a positioning mechanism, which includes a positioning pin with a pre-tightening force arranged at the power end of the active swing arm and a positioning base arranged on the box body. The active swing arm power The end refers to the end of the electromagnetic shifter that makes it swing; as shown in the figure, the power end of the active swing arm is equipped with a pin seat, and a cylindrical spring is installed in the pin seat. The cylindrical spring acts on the positioning pin to make it have an outward Pre-tightening force; the positioning base is provided with positioning pits corresponding to the positioning pin, the positioning pin slides on the surface of the positioning base during the swing process, and the positioning pin is under the action of the pre-tightening force when it slides to the positioning pit Enter the pit to form a positioning. Of course, the pit is a smooth structure. Positioning the marble under a certain thrust will remove the pit and complete the subsequent shifting procedure; the electromagnetic shifting mechanism is also provided for detecting whether the gear shift is in place The position sensing component of the sensor component generally uses a Hall element and a magnetic steel corresponding to the Hall element.

As shown in Figure 6, the present invention also discloses a drive system using the transmission, including a drive motor and the transmission, the drive motor includes a stator 32 and a rotor 33, as shown in Figure 7, the The rotor is a hollow rotor structure, and the driven friction member 2, the driving friction member 18 and the variable speed elastic element 19 are located in the hollow rotor structure; the hollow rotor structure is provided with a front support portion and a rear support portion, and the front support portion is in drive cooperation Connected and supported to the outer ring of the first overrunning clutch, the rear support part is rotatably supported on the box body, and the hollow center part of the hollow rotor structure is rotatably supported on the transmission main shaft; the rotor of the motor is arranged in a hollow structure and is used to mount the transmission part The components enable the deep optimization of the structure of the motor and the transmission, forming part or all of tolerance and high integration, smooth and natural coordination, and no operation interference, ensuring that the motor works efficiently under all working conditions and comprehensive road conditions; at the same time, The structure in which the rotor load is supported by the transmission case and the main shaft as a whole is adopted to transmit the additional bending moment generated by the torque to the case. Larger torque can be transmitted without bending deformation, which can greatly reduce the load under the same load capacity. The component size is adapted to the hollow structure of the motor rotor; it achieves high torque, high speed and light weight index, and also makes the transmission have better stability and low noise at high speed; this structure ensures the overall structure of the transmission itself The compactness is conducive to the realization of the overall lightweight arrangement of the transmission, and creates conditions for the use of high-speed motors; as shown in the figure, in this embodiment, the rotor hollow structure is an axially through hollow structure.

In this embodiment, the driving power is input by a driving transition sleeve, and the driving transition sleeve 3 is drivingly connected to the outer ring 4b of the first overrunning clutch 4, and the inner ring 4a of the first overrunning clutch 4 is driven by the active friction member. Connection; the drive transition sleeve will also input power through the first overrunning clutch outer ring;

In this embodiment, the driving transition sleeve 3 is a part of the rotor 33 of the driving motor.

In this embodiment, the hollow inner wall of the rotor protrudes radially inwardly on the bearing seat 33a, and the bearing seat 38a is located on the right side (right side of the tail end) of the variable speed elastic element 19, and is driven by the drive transition sleeve 3. The circle is formed by ribs arranged side by side in the circumferential direction, and a longitudinal (axial axis) gap is formed between the ribs and the ribs, which has good shock absorption and lubrication effects, and also has a good heat dissipation function for the motor; The driven friction member 2, the driving friction member 18 and the variable speed elastic element 19 are all located in the cavity formed by the inner circle of the driving transition sleeve (the driving transition sleeve at this time is the motor rotor); when in use, the motor rotor is sleeved on the drive The transition sleeve 3 only needs to be connected for transmission, and the assembly is simple and convenient. Of course, the motor rotor can also be directly formed by the drive transition sleeve 3; as shown in Figure 6, the rotor includes a hollow aluminum alloy rotor support 38b and is sheathed on the aluminum alloy rotor The rotor body 38e of the support body, the radial cross section of the outer circle of the aluminum alloy rotor support body is a polygonal star structure, and the inner circle of the rotor body is a polygonal star structure that matches the outer circle of the aluminum alloy rotor support body; the aluminum alloy support body is adopted In addition, the multi-pointed star structure is used to increase the volume occupied by the aluminum alloy in the rotor, thereby reducing the overall weight of the motor, realizing the lightweight structural arrangement of the motor, and reducing the structural cost; the multi-pointing star structure also ensures the support body and the main body The matching strength in the circumferential direction can greatly increase the rotation speed under high torque (the same component size), achieving large torque, high rotation speed and light weight indicators. Compared with the prior art, it can reach a rotation speed of ≥15000 rpm. It is more energy-efficient under different conditions. It is used for high-efficiency and lightweight wheel hub electric wheels and other transmission mechanisms have greater advantages in energy conservation and environmental protection, and is more suitable for use in pure electric vehicles with energy conservation and environmental protection as the main goal.

In this embodiment, the magnet 33c of the motor is arranged in the rotor main body 38e, and the arrangement of the magnet 33c is compatible with the multi-pointed star structure; it can also be understood as the matching mode of the rotor support and the rotor main body ( The multi-pointed star) adapts to the arrangement of the magnetic steel, and the matching structure adapts to the magnetic field line environment of the magnetic steel as much as possible, creates structural conditions for the saving of electric energy, and is beneficial to energy saving and consumption reduction.

In this embodiment, the inner wall of the cavity of the rotor is juxtaposed in the circumferential direction to form stiffening ribs 33d along the longitudinal direction. The stiffening ribs can effectively increase the strength of the rotor body and further adapt to the lightweight structure of the hollow rotor; in this embodiment, the stiffening The rib 33d is arranged on the aluminum alloy rotor support body 33b, which meets the structural requirements of aluminum alloy materials, ensures the strength of the support itself, and ensures that the lightweight structure has sufficient support and transmission strength.

The power output part 11 of the power output in this embodiment is a power output gear. The power output gear is output to the differential 31 through a reduction assembly. The reduction assembly includes a first reduction gear 34 that meshes with the power output gear to reduce speed, and is in transmission with the first reduction gear. The cooperating reduction shaft and transmission are arranged in the second reduction gear 35 of the reduction shaft. The second reduction gear is in transmission meshing with the power input gear of the differential 31, and the reduction shaft is rotatably supported by the box body, which will not be repeated here. .

The above embodiments are only the best structure of the present invention, and do not limit the protection scope of the present invention; the schemes adjusted in the connection mode do not affect the realization of the purpose of the present invention.

The fast gear power transmission route when this embodiment is used:

Power → Ring body axial inner cone sleeve 18 → Ring body axial outer cone sleeve 2 → Axial cam pair → Cam shaft sleeve 22 (second axial cam pair cam pair and second circumferential cam sleeve) → Transmission Shaft power output 11 outputs power;

At this time, the second overrunning clutch is overtaken, and the resistance transmission route: power output part 11→cam sleeve 22→axial cam pair→toroid axial outer cone sleeve 2→shift disc spring; power output part 11 passes through the axial cam The pair exerts an axial force on the outer cone sleeve 2 of the toroidal body and compresses the variable speed disc spring. When the driving resistance increases to a certain level, the axial force overcomes the variable speed disc spring, so that the axial inner cone sleeve 18 and The annular body axially separates the outer cone sleeve 2, and the power is transmitted through the following route, that is, the low-speed gear power transmission route:

Power→torus axial inner cone sleeve 18→counter shaft 12→low speed drive gear→second overrunning clutch outer ring 6b→second overrunning clutch inner ring 6a→main shaft 1→toroid axial outer cone sleeve 2→Axial cam pair→cam shaft sleeve 22→drive shaft power output part 11 outputs power.

The low-speed gear power transmission route also passes through the following routes: Axial cam pair → toroidal axial outer cone sleeve 2 → compressed variable-speed disc spring to prevent reciprocating compression of the compressed variable-speed disc spring during low-speed transmission, thereby preventing low-speed transmission When the annular body axially inner cone sleeve 18 and the annular body axial outer cone sleeve 2 fit.

It can be seen from the above transmission route that when the present invention is in operation, the toroidal axially inner cone sleeve 18 and the toroidal axial outer cone sleeve 8 closely fit under the action of the variable speed disc spring, forming an automatic holding a certain pressure. Transmission mechanism, and the pressure required for clutch engagement can be adjusted by increasing the axial thickness of the transmission sleeve to achieve the transmission purpose. At this time, the power drives the torus axially inner cone sleeve 18 and the torus axial outer cone sleeve 2 1. The camshaft sleeve 22 enables the camshaft sleeve 22 to output power; at this time, the second overrunning clutch is in an overrunning state.

When the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the camshaft sleeve to rotate a certain angle in the opposite direction. Under the action of the axial cam pair, the annular body axially outwards the cone sleeve 2 to compress the variable speed disc spring; the annular body axially outwards The cone sleeve 2 and the annular body axially inner cone sleeve 18 are separated and synchronized, the second overrunning clutch is engaged, and the output power rotates at a low gear speed; therefore, the low gear start is automatically realized, which shortens the starting time and reduces the starting power. At the same time, the variable speed disc spring absorbs the energy of the movement resistance torque, and stores potential energy to restore the transmission power of the fast gear.

After a successful start, the driving resistance is reduced. When the component force is reduced to less than the pressure generated by the variable speed disc spring, the pressure of the variable speed disc spring generated by the compression of the movement resistance is quickly released and pushed to complete the axial outer cone sleeve 2 and the circle. The inner cone sleeve 18 in the axial direction of the ring body returns to a tightly fitting state, and the low-speed gear overrunning clutch is in an overtaking state.

During driving, the principle of automatic shifting with the change of motion resistance is the same as above. The shifting is realized without cutting off the driving force, so that the entire locomotive runs smoothly, with safety and low consumption, and the transmission route is simplified, which improves transmission efficiency.

Reverse transmission route:

Power → torus axial inner cone sleeve 18 → countershaft 12 → reverse drive gear → reverse driven gear → main shaft 1 → toroid axial outer cone sleeve 2 → axial cam pair → cam shaft sleeve 22 → The drive shaft power output 11 outputs reverse gear power.

At this time, because the transmission ratio of the reverse gear is greater than the transmission ratio of the low-speed gear, the second overrunning clutch is overridden, and because the rotation is reversed, the first overrunning clutch is overridden to realize the reverse gear transmission.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be implemented Modifications or equivalent replacements without departing from the spirit and scope of the technical solution of the present invention should be covered by the scope of the claims of the present invention.

Claims

A dual overrunning clutch bushing output self-adaptive automatic transmission main shaft assembly, which is characterized in that it comprises a main shaft, a transmission system on the main shaft and a power output shaft sleeve which is rotatably fitted on the main shaft. The transmission system includes a low-speed gear power input part , Reverse power input and adaptive transmission components;

The adaptive transmission assembly includes a driving friction piece, a driven friction piece and a variable speed elastic element;

The driving friction member and the driven friction member form a friction transmission pair in a manner in which friction surfaces cooperate with each other;

The driven friction member is arranged on the main shaft in a manner capable of axially sliding and driving in the circumferential direction. The variable speed elastic element exerts a pretensioning force to make the driven friction member and the driving friction member fit and drive, and the driven friction member transfers the power through the axial cam pair. Output to the power output sleeve. When the axial cam pair outputs the power, it applies an axial component force opposite to the pre-tightening force of the variable speed elastic element to the outer cone sleeve of the toroidal body; the driving power is transferred through a first overrunning clutch Power input to the active friction member;

The low-speed power input member is a second overrunning clutch provided on the main shaft, and the second overrunning clutch is used to transmit the low-speed power to the main shaft and from the main shaft to the driven friction member;

The reverse gear power input member is arranged on the main shaft to transmit the reverse gear power to the main shaft and from the main shaft to the driven friction member;

The reverse gear power input member inputs reverse gear power through a transmission ratio I and outputs reverse gear power to the main shaft, and the low gear power input member inputs low-speed gear power through a transmission ratio II and outputs the low-speed gear power to For the main shaft, the transmission ratio I is greater than or equal to the transmission ratio II.
The dual overrunning clutch sleeve output adaptive automatic transmission main shaft assembly of claim 1, wherein the axial cam pair is matched by a cam sleeve with an end cam and an end cam with a driven friction member It is formed that the camshaft sleeve is rotatably fitted and sleeved on the main shaft, and the power output sleeve is matched with the camshaft sleeve for transmission or is integrally formed and is provided with a power output member for outputting power.
The dual overrunning clutch sleeve output adaptive automatic transmission main shaft assembly according to claim 2, characterized in that: the inner ring transmission of the second overrunning clutch is arranged in cooperation with the main shaft, and the outer ring transmission is arranged in cooperation or directly formed for A low-speed driven gear that inputs low-speed power; the reverse power input is a reverse driven gear; and the transmission ratio I is greater than the transmission ratio II.
The double overrunning clutch sleeve output adaptive automatic transmission main shaft assembly according to claim 3, wherein the variable speed elastic element is a variable speed disc spring, and the variable speed disc spring is sheathed on the main shaft and one end is resisted by a plane bearing The other end of the driven friction member is against the preload adjusting assembly, and the plane bearing is a plane rolling bearing with double rows of small balls in the radial direction.
The dual overrunning clutch sleeve output adaptive automatic transmission main shaft assembly according to claim 3, characterized in that: the cam sleeve and the power output sleeve are matched in transmission through a second axial cam pair.
The double overrunning clutch sleeve output adaptive automatic transmission main shaft assembly according to claim 1, wherein the pre-tightening force adjustment assembly includes an adjustment ring and an adjustment nut, and the adjustment nut is threadedly arranged on the main shaft to adjust The ring is axially slidably sheathed on the main shaft, and the two ends respectively resist the adjusting nut and the variable speed disc spring. The adjusting nut is also provided with a locking component for axially locking it.
The double overrunning clutch sleeve output adaptive automatic transmission main shaft assembly according to claim 5, characterized in that: it is matched with the outer ring of the first overrunning clutch and is rotatably fitted on the camshaft sleeve or the power output shaft sleeve. There is an intermediate driving gear, and the intermediate driving gear is used to output power to form reverse gear or low-speed gear power.
The dual overrunning clutch sleeve output adaptive automatic transmission main shaft assembly according to claim 7, wherein the power output member is a power output gear integrally formed with the power output sleeve, and the power output sleeve is external The circle close to the power output gear is provided with a first radial bearing for rotating and supporting the transmission case; the first end of the intermediate driving gear is in transmission cooperation with the outer ring of the first overrunning clutch, the second end forms a left journal and the left The outer circle of the journal is provided with a second radial bearing for rotatably supporting the transmission case; the inner ring of the second overrunning clutch extends to the left and right to form an outer extension shaft section and an inner extension shaft section. The outer extension shaft section The outer circle and the outer circle of the inner extension shaft section are respectively provided with a third radial bearing and a fourth radial bearing for rotatably supporting the transmission case; the reverse gear driven gear is matched with the inner ring of the second overrunning clutch The outer circle of the shaft section extending toward the inner end, and the fourth radial bearing is located on the right side of the reverse driven gear; the outer circle of the main shaft is provided with a fifth radial for rotatably supporting on the inner circle of the drive motor rotor Bearing.
The dual overrunning clutch sleeve output adaptive automatic transmission main shaft assembly according to claim 8, characterized in that: the right side of the intermediate driving gear and the inner ring of the first overrunning clutch are rotationally matched by a first plane bearing, so The second radial bearing is arranged on the journal formed on the left side of the intermediate driving gear. The left side of the intermediate driving gear and the first radial bearing are rotationally matched with the second plane bearing; the left side of the power output gear is in the second overrunning clutch. The inner extension shaft section of the ring is provided with a third plane bearing.
The dual overrunning clutch sleeve output adaptive automatic transmission main shaft assembly according to claim 9, wherein the driving power is input by a drive transition sleeve, and the drive transition sleeve is connected to the outer ring of the first overrunning clutch. , The inner ring of the first overrunning clutch is in transmission connection with the active friction member; a transmission sleeve is fixedly connected to the outer ring of the first overrunning clutch, and the transmission sleeve is tightly fitted and sheathed on the right shaft formed at the first end of the intermediate driving gear Neck and form a transmission fit.
A transmission using the dual overrunning clutch mechanical shaft end output adaptive automatic transmission main shaft assembly according to any one of claims 1-10, characterized in that it includes a box, a countershaft and the double overrunning clutch The mechanical shaft end outputs an adaptive automatic transmission main shaft assembly, and the driving power is also input to the counter shaft;

The countershaft transmits the low-speed gear power to the main shaft and from the main shaft to the driven friction member through the second overrunning clutch;

The countershaft can also transmit the reverse gear power to the main shaft and from the main shaft to the driven friction element or disconnect the reverse gear power through the reverse gear power input member.
The transmission according to claim 11, characterized in that: the outer ring of the first overrunning clutch is matched with the outer ring of the first overrunning clutch, and an intermediate driving gear is provided on the transmission shaft sleeve, and the auxiliary shaft is matched with the intermediate driving gear. Intermediate driven gear for transmission meshing; a low-speed drive gear is provided in mesh with the low-speed driven gear, the inner ring transmission of the second overrunning clutch is arranged in cooperation with the main shaft, and the outer ring transmission is arranged in cooperation or directly forms a low-speed transmission from A driving gear, the low-speed driving gear is arranged on the counter shaft in cooperation; the reverse power input is a reverse driven gear, and a reverse driving gear is provided in a manner that can be engaged with or separated from the counter shaft. The driven gear transmission is arranged on the main shaft in cooperation.
The transmission according to claim 12, wherein the reverse driving gear is arranged on the countershaft in a manner that can be engaged or disengaged by an electromagnetic shift mechanism, and the electromagnetic shift mechanism is used to switch the power source forward and reverse at the same time. The electromagnetic shift mechanism includes an electromagnetic shifter, an active swing arm, a shift shaft and a shift fork, the electromagnetic shifter is two separate on both sides of the active swing arm for driving the active swing arm around The axis of the shift shaft swings and drives the shift shaft to rotate around the axis, and the shift shaft drives the shift fork to swing around the axis and complete the gear shift;

The electromagnetic shift mechanism is also provided with a positioning mechanism, which includes a positioning pin with a pre-tightening force arranged at the power end of the active swing arm and a positioning base arranged on the box body. The positioning base is arranged and positioned The pinball corresponds to the matching positioning pit; the electromagnetic shift mechanism is also provided with a position sensing assembly for detecting whether the gear shift is in place.
A drive system applying the transmission according to any one of claims 11-13, characterized in that it comprises a drive motor and the transmission, the drive motor includes a stator and a hollow rotor, including a stator and a rotor, The drive transition sleeve and the rotor form an integral rotor. The rotor has a hollow rotor structure. The driven friction member, the driving friction member and the variable speed elastic element are located in the hollow rotor structure; the hollow rotor structure is provided with a front support portion and a rear support portion, and the front The supporting part is connected and supported on the outer ring of the first overrunning clutch in a transmission matching manner, the rear supporting part is rotatably supported on the box body, and the hollow center of the hollow rotor structure is rotatably supported on the main shaft.
The drive system according to claim 14, wherein the hollow inner wall of the rotor protrudes radially inward to form a bearing seat for rotating and supporting the main shaft, and the bearing seat is juxtaposed in the circumferential direction by the inner circle of the rotor The arrangement of ribs is formed; the rotor includes a hollow aluminum alloy rotor support body and a rotor body sheathed on the aluminum alloy rotor support body. The outer radial cross section of the aluminum alloy rotor support body is a polygonal star structure. The inner circle is a multi-pointed star structure that matches the outer circle of the aluminum alloy rotor support;

The magnetic steel of the motor is arranged in the rotor body, and the arrangement of the magnetic steel is compatible with the multi-pointed star structure;

The inner wall of the cavity of the rotor is juxtaposed in the circumferential direction to form longitudinal stiffening ribs, and the stiffening ribs are arranged on the aluminum alloy rotor support body.